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(No Model.)

M. W. PARRISH.

ELECTRIC TRAIN SIGNAL.

No. 585,342. Patented June 29,1897. v

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STATES ivrrn MYRON W'. PARRISI-I, OF DETROIT, MICHIGAN, ASSIGNOR OF ONE-FOURTH TO JAMES DEAN, IVILLIAM REID, FREDERICK ZABRISKIE, J. II. CARS- TENS, AND S. K. STANTON, OF SAME PLACE.

ELECTRIC TRAIN-SIGNAL.

SPECIFICATION forming part of Letters Patent No. 58 5,342, dated June 29, 1897.

Application iiled November 7, 1896. Serial No. 611,316. (No model.)

To ctZZ whom t may concern:

Be it known that I, MYRON WV. PARRISH, a citizen of the United States, residing at Detroit, in the county of Vayne, State of Michigan, have invented a new and useful Electric Train-Signal, of which the followingis a speciication.

This invention relates to that class of electric signals which employ a signal-circuit and a signaling-circuit, and in which are employed a signal, and battery or generator.

The object of the invention is to employ an armature to muflle the signal and an adjustable magnet to lock the armature away from the signal or bell when the signal is sounding.

Other objects will appear in the following description and claims.

A construction embodying my invention employs circuits in which one polarity runs through the permanent magnet which locks the muffling-armature and the other through the armature which mu ffies the bell or signal, all as more particularly set forth below.

In the drawings forming a part of this specilication, Figure 1 is a side elevation of signalin g apparatus` showing circuits connected; Fig. 2, a plan of Fig. l; and Fig. 3 is a section on line a a in Fig. 1, looking from a point below.

In the below-described construction one circuit is closed when the other is open, they thus alternating in their respective uses in giving the signal and mufling the same.

Referring to the parts of the drawings pointed out by numerals, 4 is the bell or signal. Near this bell` or signal 4 on base 5 is the adjustable permanent magnet 6. I prefer this magnet to be adjustable, so as to make it conform more nicely to the varying conditions of use, the power of the electric energy, and the proportion of the construction of parts.

What I mean by the permanent magnet 6 being adjustable is this: At 7 is a cross-bar movable up and Vdown in contact with the arms of the magnet, as in Figs. 1 and 3, the ends of the cross-bar 7 being forked, as in Fig. 3, and slide up and down loosely, but in contact, on the arms of the magnet, as stated, when adjusted. The cross-bar 7 is adjusted nent magnet 6 is beneath the free end of an armature 10, which armature is fulcrumed at 11. The free end of this armature 10 contacts with the bell or signal Il, as in Fig. 1, when the bell is muffled. Vhen the voltage is light, the cross-bar 7 is adjusted so as to be nearer the top of the arms of the permanent magnet, butit' the voltage be increased then the crossbar 7 must be adjusted to a lower point on the permanent magnet to cause said magnet to be adapted to the increase of voltage,and thus the capacity of the magnet is adjusted in accordance with the power of the electric energy.

Beneath the other end of the armature 10 at 12 are two magnets 13 and 14, from which magnets the circuit used for signaling is eX- tended to different places desired and from which to operate it. When employed for trainservice, this circuit would run through the train, while the signal and connecting parts would be in the cab, and if on a freight-service or boat an answering-signal might be in the caboose or captains room. This signaling-circuit is shown at wire 15, running from magnet-spool 14, and by wire 16, running from spool 13 and through battery 17, and the two being detachably connected by circuitbreaker 19, Fig. 2.

Other circuit-breakers may be employed at such places and stations as it is desired to signal from in case the system is used for other than train-service.

The signal-circuit runs from' the battery 17 along the wire 18 to the standard 1l, thence along the armature 10 to the metal of the permanent magnet 6, thence along the wire 2O to the bell 2l, and by the wire 18 back to the battery.

In systems of this kind not employing the muftling-armature 10 difficulty has been eX- perienced from the jar of the train or other causes, such as the battery becoming weak and the like, and the bell would give an annoying and uncertain sound at abnormal times. By the use of the permanent magnet cuit 15 and 16 is made as at 19, Fig. 2, the spool-magnets 13 and 14: are energized and the armature is held in Contact with the bell 21, as in Fig. 1. In this condition if the bell should abnormally try to ring the bell Would be dead as against giving out any natural sounds. Should the circuit 15 and 16 become accidentally broken or separated by design, then the permanent magnet 6 Would draw the armature 1 0 to it and hold the same locked, so the bell Would give natural signals or sounds unmufled.

When using this system for freight-train service instead of for passenger-service, the signaling-circuit Would consist of a single Wire running from devices in the engine, thence over the cars to devices in the Caboose, and the terminal ends grounded, thus malo ing the circuit.

Having thus described my invention, What I claim as new, and desire to secure by Letters Patent of the United States, is-

1. A signaling system? comprising the tWo circuits, a signal, a source of electric energy, spool-magnets, a pivoted muiHing-armature, and a permanent magnet adapted to lock the muiing-armature When the signal-circuitis broken, substantially as set forth.

2. In an electric signaling system, a signal, and a muiliing-armature, combined With a permanent magnet for locking said armature, substantially as set forth.

3. A signaling system, comprising two circuits, a signal, a source of electric energy, spool-magnets, a pivoted muflling-armature, and a permanent magnet adapted to be adjusted to any nulnber of volts and to lock the mufling-armature When the signaling-circuit is broken, substantially as set forth.

In testimony of the foregoing I have hereunto set my hand in the presence of two Witnesses.

MYRON W. PARRISH. Witnesses:

LEVI F. lfIoX, JAs. H. HOPKINS. 

